Dual-mode continuous variant aircraft based on SMA (Shape Memory Alloy) driving

Abstract

The invention discloses a bimodal continuous morphing aircraft based on SMA driving, and relates to the technical field of aircrafts, wings are symmetrically arranged on two sides of an aircraft body, the wings comprise rotating shafts, outer wings and inner wings, the rotating shafts are arranged at one ends, close to the aircraft body, of the outer wings, the rotating shafts are rotatably connected to the aircraft body, and the inner sides of the outer wings are slidably sleeved with the inner wings; a fixing plate is further arranged on the inner side of the aircraft body, a sweepback changing mechanism and an elongation changing mechanism are arranged on the fixing plate, the sweepback changing mechanism is connected with the outer wings, and the elongation changing mechanism is connected with the inner wings. The dual-mode continuous morphing aircraft based on SMA driving is simple in structure, variable-span and variable-sweepback light-weight and high-efficiency driving can be achieved, and meanwhile, through independent adjustment and coupling control over the span and sweepback angles of the wings, the variable-span and variable-sweepback light-weight and high-efficiency driving can be achieved. The aircraft can obtain the optimal aerodynamic layout in different flight states such as high-speed cruise, low-speed take-off and landing, high-altitude operation and the like, and the flight condition adaptation range is remarkably widened.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and more specifically, to a dual-mode continuous variant aircraft based on SMA drive. Background Technology

[0002] In the aviation field, while traditional fixed-wing drones boast high flight speeds, they require long runways for takeoff and landing, increasing economic costs. They also lack the ability to cruise at higher speeds, and due to the performance limitations of fixed-wing design, it's difficult to maintain optimal aerodynamic performance across different flight phases. With the rapid development of the low-altitude economy, quadcopter drones have seen rapid growth, but they still suffer from drawbacks such as slow speed, high noise levels, and short endurance. To accommodate multiple mission scenarios, such as low-speed takeoff and landing, high-speed cruise, and high-altitude operations, traditional aircraft often need to compromise on aerodynamic performance. Deformable aircraft, through adjustable wings, flexible skin, and intelligent drive systems, can change wing area, sweep angle, and even overall configuration in real time, thereby improving flight efficiency and stability, becoming an important direction in aviation technology development.

[0003] In existing technologies, such as the biomimetic variable-sweep wing hypersonic aircraft with announcement number CN118372971A, although a combination of a hydraulic system and shape memory alloy tubes achieves sweep angle adjustment and flap control, and adds a vibration damping structure to adapt to high-speed flight requirements, it has significant technical limitations: First, relying on the EHA hydraulic system to drive the wing's variable sweep angle increases the complexity of the mechanism, not only increasing the overall structural weight but also imposing stringent requirements on the installation accuracy and sealing performance of the hydraulic system, resulting in higher maintenance difficulty and cost; Second, flap adjustment is only achieved through the upper and lower rows of shape memory alloy tubes. The gold tube, combined with the heating wire, is subject to structural fatigue due to the characteristics of shape memory alloy materials and long-term high-frequency deformation. Furthermore, in the high-temperature environment of ultra-high-speed flight, the heating efficiency and temperature control accuracy of the heating wire are difficult to guarantee stably, which may lead to lag in flap adjustment response. Thirdly, this design only focuses on the local adjustment of the sweep angle and flaps, without realizing the dynamic change of the wing span. It cannot adapt to a wider range of flight conditions through the synergistic optimization of the span and sweep angle, and has shortcomings in the aerodynamic performance balance between low-speed take-off and landing and high-speed cruise, making it difficult to meet the multi-dimensional performance requirements under complex flight scenarios. Summary of the Invention

[0004] To overcome the shortcomings of existing technologies, this invention proposes a dual-mode continuous variant aircraft based on SMA (Surface Mount Aerodynamics). This aircraft features a simple structure, enabling lightweight and high-efficiency aerodynamic propulsion with variable wingspan and sweep angle. Furthermore, through independent adjustment and coupled control of wing span and sweep angle, the aircraft achieves optimal aerodynamic configuration in various flight conditions, including high-speed cruise, low-speed takeoff and landing, and high-altitude operations. This significantly broadens the range of flight conditions adaptability and meets the requirements of low-altitude economics, aligning with the needs for adaptation to low-altitude economic scenarios, cost control, and safety assurance, thus providing crucial support for its large-scale deployment.

[0005] To achieve this objective, the present invention adopts the following technical solution: This invention provides a dual-mode continuous variant aircraft based on SMA drive, including a fuselage, wings, a fixed plate, a variable sweep mechanism, and a variable span mechanism. Wings are symmetrically arranged on both sides of the fuselage. Each wing includes a pivot, an outer wing, and an inner wing. The pivot is located at one end of the outer wing near the fuselage and is rotatably connected to the fuselage. The inner wing is slidably fitted inside the outer wing. A fixed plate is also located inside the fuselage. The fixed plate is equipped with the variable sweep mechanism and the variable span mechanism. The variable sweep mechanism is connected to the outer wing, and the variable span mechanism is connected to the inner wing.

[0006] In a preferred embodiment of the present invention, the variable sweep mechanism includes a first guide rail, a first SMA driver, a first rack, a first gear, and a transmission rod. The first gear is rotatably connected to the fixed plate. The first guide rails are arranged parallel and symmetrically on both sides of the first gear. The first rack is slidably connected to the first guide rail, and the first gear meshes with the first rack. One end of the first rack is connected to the output end of the first SMA driver, and the other end of the first rack is hinged to the transmission rod. The free ends of the two transmission rods are respectively hinged to one of the outer wings.

[0007] In a preferred embodiment of the present invention, the variable span mechanism includes a second guide rail, a second SMA driver, a second rack, a second gear, a rope, and a scissor lift. The second gear is rotatably connected to the fixed plate. The second guide rails are arranged parallel and symmetrically on both sides of the second gear. The second rack is slidably connected to the second guide rail, and the second gear meshes with the second rack. One end of the second rack is connected to the output end of the second SMA driver. A scissor lift is fixed on the outer wing. One end of the scissor lift is connected to the inner wing, and the other end of the scissor lift is connected to a rope. The free ends of the two ropes are respectively connected to the other end of one of the second racks.

[0008] In a preferred embodiment of the present invention, a spring locking mechanism is provided below both the first gear and the second gear. The spring locking mechanism includes a housing, a sliding plate, a locking block, a common spring and an SMA spring. The housing is fixed to the fixed plate, and a sliding plate is slidably connected inside the housing. A common spring and an SMA spring are respectively provided on the upper and lower sides of the sliding plate. A locking block is also provided on the top of the sliding plate. The top of the locking block is slidably connected to the through hole on the top of the housing. The bottom of both the first gear and the second gear is provided with a locking groove that engages with the top of the locking block.

[0009] In a preferred embodiment of the present invention, there are two or more card blocks, and the two or more card blocks are arranged in a ring on the slide plate.

[0010] The beneficial effects of this invention are as follows: 1. This device can simultaneously achieve variable wing span and variable sweep, effectively improving aerodynamic performance and providing wide adaptability to various scenarios. Furthermore, through independent adjustment and coupled control of wing span and sweep angle, the aircraft can achieve optimal aerodynamic configuration in different flight states, such as high-speed cruise, low-speed takeoff and landing, and high-altitude operations, significantly expanding the range of flight conditions it can adapt to. For example, in low-speed flight, a small sweep angle + large span configuration is adopted to maximize the lift-to-drag ratio, thereby improving lift performance during takeoff or landing and reducing energy consumption in low-altitude, low-speed flight. In high-speed flight, it switches to a large sweep angle + small span configuration to effectively reduce shock wave drag, ensuring stability and economy during high-altitude, high-speed cruise. This completely breaks the performance limitations of fixed-wing aircraft that rely on "single configuration compromising multiple operating conditions." At the same time, the variable sweep and variable span mechanisms have largely the same structure, facilitating installation and maintenance.

[0011] 2. Through the coordinated action of wing extension and retraction and variable sweep, the spatial configuration can be quickly adjusted for complex flight scenarios (such as low-altitude strong winds, high-low speed switching, and multi-mission connection), so that the aircraft can maintain the optimal aerodynamic attitude in different missions such as reconnaissance, transportation, and emergency response. Compared with aircraft with a single transformation mode, the adaptability is significantly improved.

[0012] 3. The spring-locking mechanism is designed to simultaneously lock both wings when they reach specific positions with varying span and sweep. It also decouples the wing sweep and span, solving the locking problem inherent in shape memory alloys. This enables precise positioning and control, effectively improving drive efficiency and simplifying the drive system's complexity. It eliminates the need for separate locking devices for each wing, reducing the number of locking mechanisms and the complexity of the control logic. This not only further optimizes the aircraft's lightweight design but also reduces the overall risk caused by single-wing lock failures, making it particularly suitable for low-altitude commuting and logistics scenarios with high reliability requirements. Furthermore, its flexible decoupling makes it applicable to various scenarios.

[0013] 4. The use of an independent SMA drive unit facilitates the insulation and control of the shape memory alloy wires. This independent drive unit allows for individual insulation treatment of the SMA wires, preventing current crosstalk or short circuits caused by insulation damage. This effectively prevents power system anomalies due to SMA drive failure, ensuring electrical safety during flight. Furthermore, the independent drive unit can individually control the current (heating temperature) of the SMA wires. Combined with the linear relationship between SMA temperature and deformation, it can precisely adjust the wing's extension or sweep angle. This independent control capability allows wing deformation to better suit the aerodynamic requirements of different flight conditions, especially suitable for scenarios with high configuration accuracy requirements such as low-altitude, low-speed hovering and high-speed cruise. If a single SMA wire fails due to fatigue, the corresponding component in the drive unit can be removed and replaced individually, eliminating the need to replace the entire drive system and reducing spare parts consumption and maintenance costs. The independent design also facilitates regular inspection of SMA wires in critical locations (such as using current-deformation testing to assess performance degradation), preventing potential failures in advance. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of a dual-mode continuous morphing aircraft based on SMA drive, provided in a specific embodiment of the present invention.

[0015] Figure 2 yes Figure 1 A top-view structural diagram after the fuselage has been removed; Figure 3 yes Figure 2 A magnified view of a section at point A in the middle; Figure 4 This is a schematic diagram of the exploded structure of the wing; Figure 5 This is a schematic diagram of the spring locking mechanism; Figure 6 This is a structural diagram of the aircraft in its normal operating state; Figure 7 This is a schematic diagram of the aircraft in the state of shortened wings; Figure 8 This is a structural diagram of an aircraft in a swept-wing configuration. Figure 9 This is a schematic diagram of the aircraft in a state of variable wing sweep and variable span.

[0016] 1. Airframe; 2. Wing; 21. Rotating shaft; 22. Outer wing; 23. Inner wing; 3. Fixing plate; 4. Variable sweep mechanism; 41. First guide rail; 42. First SMA actuator; 43. First rack; 44. First gear; 45. Transmission rod; 5. Variable span mechanism; 51. Second guide rail; 52. Second SMA actuator; 53. Second rack; 54. Second gear; 55. Rope; 56. Scissor lift; 6. Spring locking mechanism; 61. Housing; 62. Slide plate; 63. Locking block; 64. Ordinary spring; 65. SMA spring; 66. Slot. Detailed Implementation

[0017] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0018] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0019] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0020] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0021] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0022] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0023] like Figures 1-2 As shown, the embodiment provides a dual-mode continuous variant aircraft based on SMA drive, including a fuselage 1, wings 2, a fixed plate 3, a variable sweep mechanism 4, and a variable span mechanism 5. Wings 2 are symmetrically arranged on both sides of the fuselage 1. The wings 2 include a pivot 21, an outer wing 22, and an inner wing 23. The pivot 21 is provided at one end of the outer wing 22 near the fuselage 1 and is rotatably connected to the fuselage 1. The inner wing 23 is slidably sleeved on the inner side of the outer wing 22. The fixed plate 3 is also provided on the inner side of the fuselage 1. The variable sweep mechanism 4 and the variable span mechanism 5 are provided on the fixed plate 3. The variable sweep mechanism 4 is connected to the outer wing 22, and the variable span mechanism 5 is connected to the inner wing 23.

[0024] In this embodiment, the fuselage 1 and wings 2 constitute the main structure of the aircraft. Both the outer wing 22 and the inner wing 23 are flat structures, and the pivot 21 is located at the corner of the outer wing 22 near the fuselage 1. The variable sweep mechanism 4 drives the outer wing 22 to rotate towards the rear of the fuselage 1, thus achieving variable sweep of the wing 2. The variable span mechanism 5 drives the inner wing 23 to retract into the outer wing 22, or drives one end of the inner wing 23 to extend out of the outer wing 22, thereby achieving variable span of the wing 2. The fixing plate 3 is a flat plate structure and is horizontally arranged in a cavity inside the fuselage 1. Through the cooperation of the variable sweep mechanism 4 and the variable span mechanism 5, continuous change of the wing 2's dual modes (i.e., variable span and variable sweep) can be achieved. Furthermore, all components used in this embodiment are commercially available.

[0025] Specifically, such as Figure 3 As shown, the variable sweep mechanism 4 includes a first guide rail 41, a first SMA driver 42, a first rack 43, a first gear 44, and a transmission rod 45. The first gear 44 is rotatably connected to the fixed plate 3. The first guide rail 41 is arranged parallel and symmetrically on both sides of the first gear 44. The first rack 43 is slidably connected to the first guide rail 41, and the first gear 44 meshes with the first rack 43. One end of the first rack 43 is connected to the output end of the first SMA driver 42, and the other end of the first rack 43 is hinged to the transmission rod 45. The free ends of the two transmission rods 45 are respectively hinged to one of the outer wings 22.

[0026] In this embodiment, two first guide rails 41 are respectively arranged on the front and rear sides of the first gear 44, and the first guide rails 41 are fixed on the fixed plate 3. The first rack 43 can slide left and right on the first guide rails 41. Since both first racks 43 mesh with the first gear 44, the two first racks 43 move synchronously and in opposite directions, thereby ensuring that the variable sweep wing process of the wings 2 located on both sides of the fuselage 1 is synchronized. The first SMA actuator 42 is prior art, for example, disclosed in Chinese invention patent with publication number CN112223261B. The first SMA actuator 42 drives the first rack 43 to generate displacement through shape memory alloy, and then drives the outer wing 22 to rotate around the rotating shaft 21 through the transmission action of the transmission rod 45. The two first SMA actuators 42 are symmetrically arranged along the central axis of the first gear 44.

[0027] Specifically, such as Figures 3-4As shown, the variable span mechanism 5 includes a second guide rail 51, a second SMA driver 52, a second rack 53, a second gear 54, a rope 55, and a scissor lift 56. The second gear 54 is rotatably connected to the fixed plate 3. The second guide rail 51 is arranged parallel and symmetrically on both sides of the second gear 54. The second rack 53 is slidably connected to the second guide rail 51, and the second gear 54 meshes with the second rack 53. One end of the second rack 53 is connected to the output end of the second SMA driver 52. The scissor lift 56 is fixed on the outer wing 22. One end of the scissor lift 56 is connected to the inner wing 23, and the other end of the scissor lift 56 is connected to the rope 55. The free ends of the two ropes 55 are respectively connected to the other end of one of the second racks 53.

[0028] In this embodiment, two second guide rails 51 are respectively arranged on the front and rear sides of the second gear 54, and the second guide rails 51 are fixed on the fixed plate 3. The second rack 53 can slide left and right on the second guide rails 51. Since both second racks 53 mesh with the second gear 54, the two second racks 53 move synchronously and in opposite directions, thereby ensuring that the extension and retraction of the wings 2 located on both sides of the fuselage 1 are synchronized. The second SMA actuator 52 has the same structure as the first SMA actuator 42 and is arranged in a similar position. The second SMA actuator 52 drives the second rack 53 to generate displacement through a shape memory alloy, and then pulls the scissor lift 56 through the rope 55 to perform scissor lift movement, thereby realizing the function of driving the extension and retraction of the wings 2. The scissor lift 56 is prior art and will not be described in detail here.

[0029] Specifically, such as Figure 5 As shown, a spring locking mechanism 6 is provided below both the first gear 44 and the second gear 54. The spring locking mechanism 6 includes a housing 61, a sliding plate 62, a locking block 63, a common spring 64, and an SMA spring 65. The housing 61 is fixed on the fixed plate 3. The sliding plate 62 is slidably connected inside the housing 61. The common spring 64 and the SMA spring 65 are respectively provided on the upper and lower sides of the sliding plate 62. The locking block 63 is also provided on the top of the sliding plate 62. The top of the locking block 63 is slidably connected to the through hole on the top of the housing 61. The bottom of both the first gear 44 and the second gear 54 is provided with a slot 66 that engages with the top of the locking block 63.

[0030] In this embodiment, the spring locking mechanism 6 can lock the first gear 44 and the second gear 54 after the wing 2 rotates to a predetermined position or extends to a specific length, preventing them from rotating again and achieving precise control. The housing 61 is preferably cylindrical, but can also be of other shapes. The central axes of the first gear 44 and the second gear 54 are coaxial with the central axis of the housing 61. Both the ordinary spring 64 and the SMA spring 65 are located inside the housing 61. The ordinary spring 64 is located on the upper side of the slide plate 62, and the SMA spring 65 is located on the lower side of the slide plate 62. The SMA spring 65 can drive the slide plate 62 to slide up and down within the housing 61, allowing the top of the locking block 63 to engage with the slot 66, thus fixing the first gear 44 and the second gear 54. The extension principle of the SMA spring 65 is the same as that of the first SMA actuator 42, both achieved by connecting the two ends of the shape memory alloy wire... Connected to the positive and negative terminals of the power supply, it contracts and provides tension when energized, and returns to its original length after cooling down when de-energized. For example, after the wing 2 changes its span or sweeps back to a specific angle, the lower SMA spring 65 is energized to lift the slide plate 62, thereby causing the locking block 63 to engage with the slot 66, thus achieving locking. When the wing 2 needs to be repositioned due to sweeping or changing its span, the SMA spring 65 is de-energized, and the upper ordinary spring 64, due to pressure, provides a reaction force to the slide plate 62, thereby achieving the reset of the SMA spring 65.

[0031] Specifically, such as Figure 5 As shown, there are two or more card blocks 63, and the two or more card blocks 63 are arranged in a ring on the slide plate 62.

[0032] Working principle: When the wing 2 needs to be swept back, the second gear 54 is first fixed by one of the spring locking mechanisms 6, and then the first SMA driver 42 drives the first rack 43 to slide left and right, thereby driving the outer wing 22 to rotate through the transmission rod 45, thus realizing the sweep back of the wing 2. When the wing 2 rotates to the set angle, the other spring locking mechanism 6 will fix the first gear 44.

[0033] When the wing 2 needs to change its span, one of the spring locking mechanisms 6 first fixes the first gear 44, and then the second SMA driver 52 drives the second rack 53 to slide left and right, thereby pulling the scissor lift 56 through the rope 55 to make a scissor lift movement, thereby making the inner wing 23 move synchronously, thus realizing the change of the span of the wing 2. When the wing 2 extends to the set length, the other spring locking mechanism 6 will fix the second gear 54.

[0034] Furthermore, by controlling the variable sweep mechanism 4 and the variable span mechanism 5 to work simultaneously, the length of the wing 2 can be changed while the wing 2 is being variable swept, thereby optimizing the aerodynamic layout.

[0035] This invention has been described through preferred embodiments. Those skilled in the art will understand that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of the invention. This invention is not limited to the specific embodiments disclosed herein; other embodiments falling within the scope of the claims are also within the protection scope of this invention.

Claims

1. A dual-mode continuous morphing aircraft based on SMA (Short-Mode Actuation) propulsion, characterized in that: The fuselage includes a body (1), wings (2), a fixed plate (3), a variable sweep mechanism (4), and a variable span mechanism (5). Wings (2) are symmetrically arranged on both sides of the fuselage (1). The wings (2) include a pivot (21), an outer wing (22), and an inner wing (23). The outer wing (22) is provided with a pivot (21) near the end of the fuselage (1), and the pivot (21) is rotatably connected to the fuselage (1). The inner wing (23) is slidably fitted on the inner side of the outer wing (22). A fixed plate (3) is also provided on the inner side of the fuselage (1). The fixed plate (3) is provided with a variable sweep mechanism (4) and a variable span mechanism (5). The variable sweep mechanism (4) is connected to the outer wing (22), and the variable span mechanism (5) is connected to the inner wing (23).

2. The dual-mode continuous morphing aircraft based on SMA drive according to claim 1, characterized in that: The variable sweep mechanism (4) includes a first guide rail (41), a first SMA driver (42), a first rack (43), a first gear (44), and a transmission rod (45). The first gear (44) is rotatably connected to the fixed plate (3). The first guide rail (41) is arranged parallel and symmetrically on both sides of the first gear (44). The first rack (43) is slidably connected on the first guide rail (41), and the first gear (44) meshes with the first rack (43). One end of the first rack (43) is connected to the output end of the first SMA driver (42), and the other end of the first rack (43) is hinged to the transmission rod (45). The free ends of the two transmission rods (45) are respectively hinged to one of the outer wings (22).

3. The dual-mode continuous variator aircraft based on SMA drive according to claim 2, characterized in that: The variable span mechanism (5) includes a second guide rail (51), a second SMA driver (52), a second rack (53), a second gear (54), a rope (55), and a scissor lift (56). The second gear (54) is rotatably connected to the fixed plate (3). The second guide rail (51) is arranged parallel and symmetrically on both sides of the second gear (54). The second rack (53) is slidably connected on the second guide rail (51), and the second gear (54) meshes with the second rack (53). One end of the second rack (53) is connected to the output end of the second SMA driver (52). The scissor lift (56) is fixed on the outer wing (22). One end of the scissor lift (56) is connected to the inner wing (23), and the other end of the scissor lift (56) is connected to a rope (55). The free ends of the two ropes (55) are respectively connected to the other end of one of the second racks (53).

4. The dual-mode continuous variator aircraft based on SMA drive according to claim 3, characterized in that: A spring locking mechanism (6) is provided below the first gear (44) and the second gear (54). The spring locking mechanism (6) includes a housing (61), a sliding plate (62), a locking block (63), a common spring (64) and an SMA spring (65). The housing (61) is fixed on the fixed plate (3). The sliding plate (62) is slidably connected inside the housing (61). The common spring (64) and the SMA spring (65) are respectively provided on the upper and lower sides of the sliding plate (62). The locking block (63) is also provided on the top of the sliding plate (62). The top of the locking block (63) is slidably connected to the through hole on the top of the housing (61). The bottom of the first gear (44) and the second gear (54) are both provided with a locking groove (66) that engages with the top of the locking block (63).

5. The dual-mode continuous variator aircraft based on SMA drive according to claim 4, characterized in that: There are two or more card blocks (63), and the two or more card blocks (63) are arranged in a ring on the slide plate (62).

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